N9591M is about as versatile a Mooney
as there is. With the turbo-charger, this plane can fly in the
flight levels easily and cruise at some very impressive speeds.
The turbo-charger is manually controlled, and there is no need to use
it unless you care to. This plane is a solid 150 knot plane down
low at 9.2 gph without the use of the turbo.

Most of the turbo-normalized planes have been so poorly maintained that
they will only produce an extra 1" to 4" of manifold pressure with the
turbo fully engaged at altitude. This plane readily produces full
sea-level manifold pressure of 30" at 15,000 ft.

N9591M has quite a few expensive modifications, from the turbo-charger
to speed mods, speed brakes, electric gear, built-in oxygen, a 201
panel mod, and more. The injected IO-360 Lycoming is well known
for its longevity.

For buyers who are not well versed in the operation of turbo-charged
aircraft, we will include transition training.

Please don't hesitate to call us at (303) 503-8356 with further
questions regarding N9591M, insurance, finance options, upgrades or
transition training. This plane is hangared at the Longmont Vance Brand
Airport in the Denver area and can be viewed by appointment.

Turbo and Exhaust System are in
excellent condition - Turbo system produces excellent boost.

Propeller has 1196 SOH and Fresh ECI

Paint & Interior

Paint
was done in 1998, complete strip and repaint, in a late Mooney split
scheme. The condition of the paint makes it obvious that this
plane has rarely spent time out of the hangar since. Paint rates a
solid converative 8+ of 10 on the Aircraft Bluebook scale, described as
"Paint
is in near new condition. Minor
scratches (shallow, short and less than 1 or 2 per square foot are
detectable only on close inspection (inspecting aircraft while standing
at less than an arms length from it.) Paint on often used fasteners may
be chipped."
Glass is in very good condition, and the side glass looks near new.

Priced at $64,900

How
we arrived at our price

In
the current market, many of the conservative banks are
using Vref for their standard for making aircraft loans, as they are
seeing lower appraisal values based on Vref. We are using Vref
base
values for establishing the price on this aircraft. Most of these
base values have gone down at least 35% (on piston singles) from the
highs in the late 1990's and early 2000's.

When appraising an
aircraft, the base value is the starting point and
applies to an "average" plane as specified by the appraisal tool. From
there, the appraisal must be corrected up or down for engine time,
total time, damage history, paint and interior condition,
significant
modifications, and avionics package installed.

Modifications and
avionics that are in high demand can bring up to 85%
of the current installation cost (for example a near new Garmin GNS-530
with WAAS), while more readily available and desirable modifications
and avionics usually bring 35% - 50% of the new installed cost (a STOL
kit or tip-tank kit).

We started with the
Vref base price corrected per Vref for total time and engine
time. We then added and subtracted as appropriate for all the
non-standard equipment.

This aircraft will
present no problems for a standard 80% loan for a qualified
buyer. Often we can package avionics and other upgrades into the
loan amount.

Below is the base value from Vref showing also the
correction for total time and engine SMOH.